Car-truck



(No Mode1.) 3 Sheets- Sheet "1. J. G. BARBER. CAR TRUCK.

Patented Oct'. 1'0, 1893.

v 3 Sheets-Sheet 2.

Patented Got. 10,v 1893.

GAR TRUCK.

I mn..

(No Modem' (No M0001.) 3 sheets-sheet 3. 00.3010131110. GAR TRUCK.

No. 500,400. ,Patented 001;; 10, 1003.

A L t ANJ VVV.)

Fig.

UNITED STATES 'PATENT Ormes.

JOHN CHILD BARBER, OF S'I. PAUL, MINNESOTA.

CAR-TRUCK.

SPECIFICATION forming part of Letters Patent No. 506,460, dated October 10, 1893.

Application led May 13,

T0 @ZZ whom it may concern: Y

Be it known that I, JOHN CHILD BARBER, a citizen of the United States, residing at St. Paul, in the county of Ramsey and State of Minnesota, have invented certain new and useful Improvements in Car-Trucks; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to swing beam cartrucks, of the class shown and described, in my several prior United States patents, towit: Patents No. 370,758, of date October 4, 1887; No. 383,688, of date May 29, 1888; and No. 433,063, of dat@ July 29, 1890. l

In its general design, so far as the construction for permitting the lateral motion to the truck-bolster or beam is concerned, the truck, which I have herein shown and described, is similar to the truck shown and described in the last two of the above identified patents.

My present invention is directed to certain details of the construction, with a View of rendering the same more efficient, and with a view of adapting the same to the use of elliptic springs, for easy riding cars, stock'and other special classes of freight cars.

To these ends, my invention consists of certain novel devices and combinations of de-A vices, which'will be hereinafter fully de-v scribed and defined in the claims.

The accompanying drawings illustrate my improved truck, wherein, like letters referring to like parts, Figure l is a plan View, and Fig. 2 a side elevation of the truck. Fig. 3 is a cross section of the same, on the irregular line X X of Fig. l, some parts being broken away. Fig. 4 is a sectional view on the line Y Y of Fig. 3, looking outward, some of the parts being removed, and others broken away.

Fig. 5 is a sectional view, on the same line, as`

1893- Serial No. 474,083. (No model.)

end view, of one of the wooden sections of the bolster; and Fig. 10 is a plan view of the same turned down sidewise. Fig. ll is a detail, showing 011e of the spring seat hangers, in end elevation. showing spring-seat in plan and end view respectively.

On the journals of the truck-axle ce, are located the journal boxes d', held in place by journal-bolts a2 passing through seats in the boxes and securing the same to the pedestal tie-bars b and the arch-bars b b2, which together constitute the trussed side frames of the truck.

d are the bolster columns with outer end and bolt'seat anges d and d2, respectively, spaced apart from each other between the archbarsb b2, and rigidlyvsecured to the said Figs. 12 and 13 are details, I

arch-bars and pedestal tie-bars b, by columnv bolts cl3. These bolster columns are located at equi-distant points on the opposite'sides and the side vframes ot the truck, are rigidly secured together, and the weight orstrain on the transoms, will not be taken entirely by the rivets, but will be taken largely by the bolt seat lianges d2 and the end anges d of the bolster columns. In other words, when the transoms arein position,and the columnbolts d3 have been passed through the flanges of the transoms, and the bolt-seat flanges of the columns and secured to the bars of the sideframes,the transomsand bolster-columns will be interlocked, without regard to the rivets, which simply render the connections more rigid and secure.

e are spring-seat hangers riveted to the transoms, inward of the side frames, y and spaced apart short distances from the bolster-columns. f f f2 are spring-seats supported by the said hangers e and the lower arch bars b2 ofthe side frames. The shouldered surfaces f of the spring-seats engage By this construcvtion,the bolster columns and the transoms,

IOC

the vertical opposing faces of said hangers and lower arch-bars; and the upturec. uanges f2 engage between the bolster columns; by which means, the spring-seats are prevented from either lateral or transverse movement. rlhe said spring-seats rest loosely on their su pports, and are removable at will, when the springs are not in position. The elliptic springs f3 rest on the seats f', and between the bolster columns d, arranged lengthwise of the bolster or transversely to the side-f rames.

f4 are spring-caps, having on their faces transverse roller-seats f5 of curvilinear form in cross section. These spring-caps f4 rest loosely on the tops of the springs, and are provided with end projections or gnidelugs f6, which Work between the inner vertical faces of the bolster columns d, and the outer vertical faces of the springseat hangers e', as guides; by which means, the spring-caps and springs are held in their proper Working position. The caps f4 have down flanges f7 (3o-operating with the up flanges f2 on the spring seats f', for holding the springs f4. Rollei' bearings g work on the seats f5 of the spring-caps f4, and support the laterally movable swing-beam or truck-bolster. The body of the truck-bolster is composed of parallel longitudinally arranged wooden and metallic sections 7c 7.o', which are rigidly secured together, by cross-bolts or rivets k2. The bolster carries near its outer ends, on its under surface, roller-caps or bearing-plates 7a3, having transverse seats kt of curvilinear form in cross section, for co-operation with the roller bearings g, and the seats f5 of the springcaps f4.

The bolster body is reinforced by a pair of truss-rods 705, working over a truss-bridge 765 secured to the under surface of the bolster, with bearing posts on the opposite sides of the longitudinal center of the bolster. The truss-rods pass diagonally through the end portions of the bolster body, at points inward of the outer margins of the bolster and equidistant from the transverse center of the same; and Vhave screw-threaded ends engaged by draw-nuts k7, working against truss-rod washer-castings or bolster-end caps les. This construction distributes the strain equally, on the end surfaces of the bolster, and prevents the buckling strain from the truss-rods and bridge from being taken on a single line, at the center of the bolster. In other words, having regard to the bucking strain, the double post k6 distributes the buckling strain from the truss-rods over a wide surface, at the central part of the bolster body. It may be further noted, in respect to the construction of the bolster, that the holes or seats k, for the truss-rods 755, are open grooves, formed on the inner faces ot' the outside Wooden sections 7c of the bolster body, which is a convenience for putting the parts together.

The bolster body carries, on its top surface, the usual center plate ku, and the side bearing and lateral motion stop castings k12. The vertical flanges of the castings k12 come in contact with the top members l1 of the archbars, to limit the lateral or swinging motion of the bolster on the bearing rollers g.l

The castings 71:12 are provided with side bearing rollers 7013, for the car-body bolster, which are of slightly conical form, curved concentrically with the center of the truck.

rlhe bolster body is provided with chafing irons n n', the two parts of which are formed at au acute angle to each other. These chafing irons are of spring-metal, and the angular relation of their parts permits the same to be drawn down and secured in position by a single lagscrew n2, applied to the horizontal part n of the chafing iron, as shown .in Figs.

7 and 8. When the chating irons are thus drawn into position, by the lag-screws, the vertical or chafing portions n of the said irons, will hug the vertical outer surface of the bolster and be held in position, under the spring action of the parts. This construction gives cheaply made and easily applied chating irons.

The chafing irons are located nearthe ends of the bolster body, in position to bear against the inner faces of the bolster columns d. There is a great advantage in thus locating the chating irons on the bolster; in that, by this arrangement, all the forward and backward thrusting strains or shocks from the bolster will be taken on the bolster columns and the side frames of the trucks. Under the application'of the brakes, or from the sudden shocks given in switching cars, and in various other ways, the forward and backward strains or thrusts from the bolster, are very great.

Hitherto, so far as Iam aware, the so-called friction or chalng plates, used on bolsters of this class, have been located in such position on the bolster, that the forward and backward thrusting strains from the bolster, would be taken on the transoms. The result, `as proven by usage, has been that the transoms are torn loose and the truck-frame sometimes broken down. By locating the friction plates or chating irons, as I do, the entire strain is taken on the bolster columns, thereby falling directly on the side frames. Hence, the transoms are entirely relieved from the thrusting strainson the bolster. The lifevof thetruck is thereby greatly lengthened.

Having regard to the bearing rollers g and their seats on the spring-caps f4 and in the roller-caps 7c 3, it will of course be understood, that these parts might be constructed fora greater or less number of roller bearings. A single roller, for example, could be used; but two or more are preferable for the better distribution of the strain.

Having regard to the bolster body, it is obvious that the relation of the wooden and metallic sections might be changed. For

example, the bolster body might be composed ot' four metallic and three Wooden sections, arranged in alternate order with two of the metallic sections external and two of the same equidistant from the transverse center IOC of the bolster. In this event,fthe outside metallic sections, could be enlarged at theends of the bolster,.which enlargements would answer, for the frictional plates or.

The car-truck constructed as herein de-` scribed, is strong and durable; and is well adapted for the use of elliptic springs suitable for passenger cars, caboose cars, stock cars, and other special classes of freight cars.

What I claim, and desire to secure by Letters Patent of the United States, -is as folows:

1. In a car truck, the combination with the side frames and transoms, of spring seat hangers rigidly secured to the transoms, spring seats, supported by said hangers and side frames, springs on said seats, spring caps on said springs having on their faces transverse roller seats curvilinear in cross section, roller bearings working in saidbearing seats and a truck bolster, supported by said roller bearings with freedom for lateral motion, substantially as described.

2. In a car-truck, the combination with Vthe side frames and transoms, of the spring-` seat hangers, rigidly secured to the transoms, spring-seats supportedby said hangers and side-frames, elliptic springs resting -in said seats, spring-caps on said springs, having on their faces transverse roller seats curvilinear. in cross section, roller-bearings working in said bearing-seats, and the truck-bolster supported by said roller-bearings, with freedom for lateral motion, substantially as described.

3. In a car-truck, the combinationwith the truss-bar side frames, as described, of the bolster columns secured between the arch-bars of said frames, the transoms secured to said bolster columns, the'spring-seat hangers, rigidly secured tothe transoms, the spring-seats, supported by said side frames andl hangers, elliptic springs resting on said seats between the said bolster-columns, spring-caps on the said springs, having on their faces transverse roller-seats curvilinear in cross section, roller bearings working on said.v bearing seats, and the truck bolster working between the transoms and bolster columns, with its ends resting on said roller-bearings, and for the purposes set forth.

4. In a car-truck, the combination with the substantially as trussed side-frames, of the bolster columns secured between the arch-bars of said frames, the transoms secured to said columns, the spring-seat hangers secured to the transoms, and the loose removable spring-seats suplported by said side-frames and hangers and provided with shoulders or raised under-surfaces engaging the vertical faces of the lower arch-bars and hangers, and with raised end fianges engaging the bolster columns, for holding the said seats from lateral and transverse movement, substantiallyv as described.

5. In a car-truck, the combination with the truss-bar side-frames, of the bolster columns, secured between the arch-bars, the transomsl vsecured to said columns, the spring-seat hangers secured to said transoms, the spring-seats supported by said hangers and thelower archbars of the side-frames, the elliptic springs on said seats, between the said columns, and the combined spring-caps and rollerbearing seats resting on the springs, and provided with projecting end-lugs, working between the inner vertical faces of the said bolster columns and the outer vertical faces of said spring hangers as guides, substantially as described.

6. Thebolsterchang-ironsfnn ,constructed of spring-metal, with their parts formed at acute angles to each other, for application to the bolster by a single screw, substantially as described.

7. In a car-truck,the combination with side frames, of lateral motion truck bolsters, havingfriction plates or chafing irons at their ends, and working against rigid parts of the side frame, for relieving the transoms and taking the forward and backward strains of the bolster, directly on the side frames, substantially as described. v

8. The combination with the truss bar sido frames, of the bolster columns between and rigidly secured to the arch-bars and the lateral motion truck bolster, working between said bolster columns and provided vwith friction plates or chafng irons located 'near its ends and bearing against'the said bolster columns, under the thrusting strains, on the bolster, substantially as described.

In testimony whereof I affix my signature in presence of two'witnesses.

JOHN CHILD BARBER. l

Witnesses:

JAS. F. WILLIAMSON, EMMA F. ELMoRE. 

